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As soon as the aircraft becomes airborne, the system blends in the flight mode.
The reverse process occurs after touchdown.
FLIGHT MODE
Applicable to:
The normal-law flight mode is a load-factor-demand mode with automatic trim and protection
throughout the flight envelope.
Following normal law, the sidestick controllers set the elevator and THS to maintain load factor
proportional to stick deflection and independent of speed.
A318/A319/A320/A321 FLIGHT CREW
OPERATING MANUAL
AIRCRAFT SYSTEMS
FLIGHT CONTROLS
FLIGHT CONTROL SYSTEM - NORMAL LAW
A318/A319/A320/A321 FLEET DSC-27-20-10-20 P 2/10
FCOM 19 AUG 10
With the sidestick at neutral, wings level, the system maintains 1 g in pitch (corrected for pitch
attitude), and there is no need for the pilot to trim by changing speed or configuration. Pitch trim is
automatic both in manual mode and when the autopilot is engaged. In normal turns (up to 33 ° of
bank) the pilot does not have to make any pitch corrections once the turn is established.
The flight mode is active from takeoff to landing, and follows the logic shown schematically (Refer to
DSC-27-20-10-10 GENERAL).
Automatic pitch trim freezes in the following situations :
The ‐ pilot enters a manual trim order.
‐ The radio altitude is below 50 ft (100 ft with autopilot engaged).
‐ The load factor goes below 0.5 g.
‐ The aircraft is under high-speed or high-Mach protection (except when there is fault in one of the
elevators).
When angle-of-attack protection is active, the THS setting is limited between the setting at the
aircraft’s entry into this protection and 3.5 ° nose down. (Neither the pilot nor the system can apply
additional nose-up trim).
Similarly, when the load factor is higher than 1.25 g or when the aircraft exceeds 33 ° of bank, the
THS setting is limited to values between the actual setting and 3.5 ° nose down.
CONTROL WITH AUTOPILOT ENGAGED
‐ The ELACs and SECs limit what the autopilot can order.
‐ The pilot has to overcome a restraining force in order to move the sidestick when the autopilot is
engaged. If he overcomes this force and does move the sidestick, he disconnects the autopilot.
‐ The pilot can also disconnect the autopilot by pushing on the rudder pedals (10 ° out of trim), or
by moving the pitch trim wheel beyond a certain threshold.
‐ All protections of normal laws remain effective.
FLIGHT MODE
Applicable to:
, ,
MSN,,
The normal-law flight mode is a load-factor-demand mode with automatic trim and protection
throughout the flight envelope.
Following normal law, the sidestick controllers set the elevator and THS to maintain load factor
proportional to stick deflection and independent of speed.
With the sidestick at neutral, wings level, the system maintains 1 g in pitch (corrected for pitch
attitude), and there is no need for the pilot to trim by changing speed or configuration. Pitch trim is
automatic both in manual mode and when the autopilot is engaged. In normal turns (up to 33 ° of
bank) the pilot does not have to make any pitch corrections once the turn is established.
A318/A319/A320/A321 FLIGHT CREW
OPERATING MANUAL
AIRCRAFT SYSTEMS
FLIGHT CONTROLS
FLIGHT CONTROL SYSTEM - NORMAL LAW
A318/A319/A320/A321 FLEET DSC-27-20-10-20 P 3/10
FCOM 19 AUG 10
The flight mode is active from takeoff to landing, and follows the logic shown schematically (Refer to
DSC-27-20-10-10 GENERAL).
Automatic pitch trim freezes in the following situations :
The ‐ pilot enters a manual trim order.
‐ The radio altitude is below 50 ft (100 ft with autopilot engaged).
‐ The load factor goes below 0.5 g.
‐ The aircraft is under high-speed or high-Mach protection (except when there is fault in one of the
elevators).
When angle-of-attack protection is active, the THS setting is limited between the setting at the
aircraft’s entry into this protection and 3.5 ° nose down. (Neither the pilot nor the system can apply
additional nose-up trim).
Similarly, when the load factor is higher than 1.25 g or when the aircraft exceeds 33 ° of bank, the
THS setting is limited to values between the actual setting and 3.5 ° nose down.
CONTROL WITH AUTOPILOT ENGAGED
‐ The ELACs and SECs limit what the autopilot can order.
‐ The pilot has to overcome a restraining force in order to move the sidestick when the autopilot is
engaged. If he overcomes this force and does move the sidestick, he disconnects the autopilot.
‐ The pilot can also disconnect the autopilot by pushing on the rudder pedals (10 ° out of trim), or
by moving the pitch trim wheel.
‐ All protections of normal laws remain effective except pitch attitude protection.
　
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